Motor vehicle speed alarm



July 16, 1940. Q STANKEY 2,208,346

MOTOR VEHICLE SPEED ALARM Filed March 23, 1938 IN VEN TOR OSCAR STANKEYBY @M/ ATTo EY Patented July 16, 1940 UNITED STATES PATENT OFFICE MOTORVEHICLE SPEED ALARM Oscar Stankey, East St. Louis, Ill.

Application March 23, 1938, Serial No. 197,538

2 Claims.

This invention relates to alarms, and principally to an alarm that is tobe cooperatively mounted on a motor vehicle so as to warn the occupantsof the same at a predetermined speed of the vehicle, and has among itsobjects the production of such a device that will be simple, sturdy,safe, and which will be otherwise satisfactory and efficient for useWherever found applicable.

One of the principal objects of this invention is to so construct thealarm that it will be controlled by the pressure of the lubricating oilbeing circulated by the action of the oil pump of the vehicle during theoperation of the latter.

Another object of the invention is to provide 16 an alarm of the kinddescribed that will be actuated only when the vehicle is being normallydriven, and not while simply racing the engine or during some otherdriving relationship of the motorthat would not reflect'the truetravelling 20 speed of the vehicle. y

A further object of my invention is to provide in an alarm of the kinddescribed, a relief means whereby the danger of damage to the parts isobviated.

25 An added object of my invention is to so construct the alarmmechanism that the same may be adjusted so as to signal at apredeterminedly selective speed, or may be temporarily disconnected ifso desired.

80" Many other objects and advantages of the con struction herein shownand described will be obvious to those skilled in the art to which thisinvention appertains, as will be apparent from the disclosures hereingiven.

36 To this end, my invention consists in the novel arrangement,construction and combination of parts herein shown and described, andthe uses mentioned, as will be more clearly pointed out in the claimshereunto appended.

40 In the drawing, wherein like reference characters indicate like orcorresponding parts throughout the views,

Figure 1 is substantially a vertical cross-sectional view through a partof the device;

45 Figure 2 is a fragmentary top plan view of the same; and

Figure 3 is a perspective view of the gear-shift lever controlled partsof the device, connected to the valve shown in Fig. l.

50 Referring more particularly to the drawing,

wherein I have illustrated a preferred embodiment of my invention, thereis shown a fragment of a motor vehicle of any desired or suitable size,shape and construction, the same not forming a part of my invention, andhaving the usual oil pump 1 for conducting the lubricating mediumforcibly to the various points of the vehicle desired, there being aconduit 2 communicating directly with the pressure side of said pump andleading to and communicating at its other end 5 with thesignal-actuating means as will be more clearly hereinafter described.

In motor vehicles, the pressure exerted by the oil pump variesapproximately as the speed of the vehicle varies, and whereby effectivelubrication 1 0 is maintained during all driving speeds of the vehicle.Regardless of whether the oil pump is of the high-pressure type or oflow pressure type, its pressure is always proportionate to the speed ofengine operation, although not necessarily of the vehicle speed undercertain conditions. However, when the car is being driven in its normaldriving relationship, that is, in its high gear, the oil pressure isapproximately proportionate to the speed of the vehicle. At least it issufficiently close enough thereto to suit the purposes of thisinvention.

In many instances the driver, as well as the other occupants of thevehicle do not realize that they are travelling at high speed, andtherefore I have so constructed this alarm that it will be sounded orotherwise actuated automatically, whenever the speed of the vehiclepasses beyond a predetermined limit.

Mounted at any convenient part of the vehicle, either in sight or out ofsight, as desired, is the alarm device, the same being preferablymounted to a supporting base or plate 3. To this plate is ailixed avalve chamber 4 having its inlet port 5 communicating with the conduit2, and having an outlet port 8 for the discharge of the oil through thechamber.

A suitable valve 6 is slidably mounted within said chamber, the samebeing normally retained at one end of said chamber by a suitable springI pressing the valve in said normal position for closing the inlet port5. This valve may be in the form shown, if so desired, and in whichinstance it consists of a pair of axially spaced annular sectionsbearing snugly against the interior chamber wall, there being sufficientspace between the pair of sections to permit the port 5 to dischargetherebetween.

A valve stem 9 carries said pair of elements of the valve, and projectsto one side through the end of the valve chamber for engagement by acontrol means actuated by the gear shift lever, in a manner to be moreclearly hereinafter set forth. A duct [0 is provided into the valve stemfrom its innermost end and which opens into the chamberjust past andoutwardly beyond the outermost of the pair of valve sections through aport I8, so that when the valve is in its position as shown in fulllines in the drawing,

the conduit 2 communicates with the spacebetween the valve sections, butas this is a closed space, it does not discharge therefrom nor actuvalveto said cut-off position as soon as the force keeping the valve in openposition is released, as will be more apparent from the disclosureshereinafter given.

However, when the valve is shifted (to the dotted line position in thedrawing) to move the valve just past the port 5, compressing the springI, the conduit 2 will then discharge into the valve chamber, passingtherefrom into and through the duct II] of the valve stem and emptyingfrom the chamber through the outlet'port 8.

A diaphragm disk I2 is mounted to communicate with an be responsive tothe pressure of the oil discharged through the port 8, said diaphragmbeing preferably within a housing having one chamber I3 in opencommunication with said port 8 through a conduit I4, and another chamberI5 to the opposite side of said diaphragm and preferablyforming abearing for a plunger rod I6 fixed at one end'to said diaphragm so as tobe substantially unitary therewith and be ac-.

tuated therethrough, the other end of said rod carrying a trip III8 tooperate the alarm sounder.

Another bearing or support I9 may be carried by the plate 3, and throughwhich said plunger rod passes, and if so desired, said bearing I9 mayact as an abutment stop to limit the retrieving movement of the plunger,by engagementwith a transversely extending projection 20. carried bysaid plunger.

A clapper bar 2! is mounted so as to be actuated by the movement of theplunger rod I6, as for example, intermediate its ends on the post 22rotatably mounted on the plate 3, one end of the bar carrying a striker23 for sounding the bell 24 so as to sound the alarm or signal, and

the other end of said bar having a cam element 25 thereon for operativeengagement by said trip I'I--I8. The cam element has a cam face 26 inthe path of travel of the trip elements, and whereby the bar 2| ispivotally moved through the latter so as to move said striker away fromsaid bell, said element having a sharp shoulder 21 at the end limit ofthe cam face 26, this shoulder being recessed so that assoon as thetripelements I'I--I3 pass the same, a spring 28 between the post 22 and theplate 3 will immediately retrieve said bar toward its original position,causing the latter to strike against the bell and sound the same. Anabutment or projection 29 may 'be' suitably interposed in the path ofmovement of the clapper bar 2I, as for example intermediate the pivotpost 22 and the striker, so as to normally keep the striker slightlyfrom the bell, but

tudinal movement of the plunger, while theother part I8 is movablymounted with reference to the part I1. The part I8 is provided with apair of ears 4848 bent at an angle to the forward face of the elementI8, and these ears are pivotally mounted on the part I! so that when theparts I I and I8 are substantially in parallel relation they are spacedapart slightly, and with the cam engaging edge of the part I8 moved intosuch a position that it clears the cam element. However, in thenormal'relationship of the trip parts, the part I8 is not arrangedparallel to the part H, but is pivoted or tilted relative thereto, sothat the cam-engaging edge of the part I8 is in the path of the camface, so as to engage the latter and actuate the clapper bar upon travelforwardly of the plunger. A spring 30 may be interposed between theparts I1 and I8 to normally maintain the part I8 tilted and in positionto engage with and actuate the clapper bar upon movement of the plunger.

A spring M is positioned about the plunger, one end of said spring beingagainst the'bearing I9 andthe other end against a nut 32 adjustablyplunger, oneend of said sleeve abutting a col- .lar 33 or other suitableelement carried by the plunger, for the purpose. I

.When the plunger is operated, the operating iorce must be suiiicient toovercome the pressure of the spring 3|, the same being adjustable sothat the operating force may be increased or decreased, as desired, soas to set the device for different speeds, as will be explainedshortly.As the plunger is thus operatively shifted, the pivotally mounted trippart I8 rides against the cam face of the cam element, shifting thelatter about its pivot post 22 against the force of the spring 28, untilsaid part I8 moves past the shoulder 21, whereupon the spring 28immediately retrieves the clapper bar and causes it to sound the alarm.When the plunger is retracted, the 7 part I8 strikes against saidshoulder 21 and pivots said part I8 about its pivotal connection at itsears 4868 about the fixed part I], enabling the part I8 to lag behindthe movement of the part IT for a short distance, whereupon said part I8then sharply snaps clear of the cam element to its normal position readyfor again being in position to actuate the cam element of. the clapperbar.

In order to prevent the sounding of the alarm unless the vehicle isbeing actually driven in high gear, I have provided a connection betweenthe valve and the gear shift of the vehicle. For example, I haveprovided a crank having one arm 35 rotatably journalled to anysupporting structure, a second arm 35 extending at an angle thereto andcarrying a collar 36 for operative engagement with the gear shift leveronly when the latter isshifted into high gear. A spring 31 may beinterposed between the crank and its support to yieldably hold the crankin position for engagement by the shift lever, and if desired there maybe a stop 38 for limiting the pivotal movement of the crank into itsshift lever engaging position. A slight notch or detent 39 may beprovided in the collar 36 so as to hold the shift lever in firmerengagement therewith. A.

connecting link 40 may be interposed between said crank and valve stem,being preferablydetachable, so as to transmit movement therebetween and.to throw them out of cooperating re- 7 lationship when desired, as forexample when about to idle the car or the like.

The crank is so mounted that when the gear shift lever is in any otherposition except high gear, the valve stem will hold the valve in suchposition as to shut ofi the flow of the oil from operating thediaphragm. However, upon shifting the lever into high gear, said levermust engage said collar 36 of the crank, rocking the latter an amountsuificient to transmit this movement through the link to actuate thevalve to open the inlet port into direct communication with the ductthrough the stem and in direct communication with the diaphragm, thisshifting of the valve and its stem being yieldably resisted by thespring 1, of course.

Thus the pump is in direct communication with the signal control.Ordinarily, and while the vehicle is being driven in relatively lowspeeds, the pressure of the oil pump will not be suificiently high toovercome the resistance of the adjustable spring 3|, and the signal willnot be sounded even though the shift layer is maintained in its highgear relationship.-

The pump pressure is approximate to the speed of the motor, and undermost normal conditions, to the speed of the vehicle, and hence as thevehicle speed rises, the pressure of the pumped oil risesproportionately. Therefore, as soon as this pressure is sufiicient tooperate the plunger, the signal will be sounded, While such a pressure,and corresponding speed is maintained or even exceeded, the plunger willbe kept in its outermost position, but as soon as the speed of thevehicle drops, the .oil pressure similarly drops, and the plunger willbe retrieved to its retracted position. A subsequent sufficient increasein speed will again sound the signal, and a deceleration will againshift the signal operating means to normal position, and so on.

In order to avoid any damage to the device through the building up of anexcess pressure within the various chambers and parts, and to relievethe pressure in the valve chamber so as to permit an eflicient operationof the device, I have provided a relief by-pass. For this, a conduit llis arranged with one end communicating with the conduit 2 and with itsother end communicating with the conduit I 4 intermediate the valvechamber and the diaphragm. In the conduit M is arranged a suitablecheckvalve 42, so that normally, the check valve will shut ofi passagethrough this ductduring operation of the device, but as soon asthe-pressure in the passage between the valve chamber and diaphragmexceeds that between the pump and the inlet port to the valve chamber,the check valve will be actuated through this differential of pressureand permit the oil in the duct 4| to escape back into the conduit 2.

If it is desired to disengage the device from control by the gear shiftlever, a latch 43. may be provided to releasably latch the crank out ofthe path of the gear shift lever, and opening the port 5 into activepressure contact with the valve 6.

Having thus described my invention, it is obvious that variousimmaterial modifications may be made in the same Without departing fromthe spirit of my invention; hence I do not wish to be understoodaslimiting myself to the exact form, arrangement, construction andcombination of parts herein shown and described, or the uses mentioned.

What I claim as new and desire to secure by Letters Patent is:

1. In a motor vehicle having an oil pump and a gear shift lover, asignal; normally inoperative said pump and signal to actuate the latterat substantially a predetermined oil pressure; and means to set saidlast-mentioned means in operative position and engageable by said shiftelement in high-speed position only, whereby when said vehicle is drivenwith said shift eleme'nt in its high-speed position, theoil pressurewill operate said first-mentioned means to actuate said signal atsubstantially a predetermined speed of the vehicle.

OSCAR STANKEY.

